US7614230B2 - Method and control unit for variable turbocharger turbine flow cross-section control - Google Patents

Method and control unit for variable turbocharger turbine flow cross-section control Download PDF

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Publication number
US7614230B2
US7614230B2 US11/680,268 US68026807A US7614230B2 US 7614230 B2 US7614230 B2 US 7614230B2 US 68026807 A US68026807 A US 68026807A US 7614230 B2 US7614230 B2 US 7614230B2
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Prior art keywords
gasoline engine
operating parameter
load
value
control unit
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US11/680,268
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US20070204617A1 (en
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Andreas Sterner
Matthias Hofstetter
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Dr Ing HCF Porsche AG
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Dr Ing HCF Porsche AG
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Publication of US20070204617A1 publication Critical patent/US20070204617A1/en
Assigned to DR. ING. H.C.F. PORSCHE AKTIENGESELLSCHAFT (COMPANY NUMBER 722287) reassignment DR. ING. H.C.F. PORSCHE AKTIENGESELLSCHAFT (COMPANY NUMBER 722287) MERGER (SEE DOCUMENT FOR DETAILS). Assignors: DR. ING. H.C.F. PORSCHE AKTIENGESELLSCHAFT
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Assigned to PORSCHE ZWISCHENHOLDING GMBH reassignment PORSCHE ZWISCHENHOLDING GMBH MERGER (SEE DOCUMENT FOR DETAILS). Assignors: DR. ING. H.C.F. PORSCHE AKTIENGESELLSCHAFT
Assigned to DR. ING. H.C.F. PORSCHE AKTIENGESELLSCHAFT reassignment DR. ING. H.C.F. PORSCHE AKTIENGESELLSCHAFT CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: PORSCHE ZWISCHENHOLDING GMBH
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12Control of the pumps
    • F02B37/24Control of the pumps by using pumps or turbines with adjustable guide vanes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12Control of the pumps
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

Definitions

  • the present invention relates to both a method and a control unit for setting a turbine flow cross-section of the turbocharger in a motor vehicle in the event of a change of the load of the gasoline engine from a smaller load value to a larger load value. Because of the time derivative of the load, which is then positive, such a load change may also be referred to as a positive load change.
  • variable turbine geometry particularly contributes to reducing the fundamental delay between an increased torque demand and the provision of the increased torque by the internal combustion engine, known as turbo lag.
  • turbo lag A use of turbocharger having variable turbine geometry in gasoline engines is also already mentioned in the cited publication.
  • turbo lag also represents a challenge for the developers in gasoline engines.
  • gasoline engines have been operated up to this point using turbochargers which have fixed turbine geometry because of higher exhaust gas temperatures, one also expects positive effects in principle on the undesired turbo lag effect if turbochargers having variable turbine geometry are used in gasoline engines. The positive effects observed in tests remain, however, behind the expectations.
  • an object of the present invention is to provide a method and a control unit in which an accelerated torque build-up upon a positive load change may be achieved.
  • This object has been achieved in a method and a control unit according to the present invention by using a control unit and method in which an actuator for setting the turbine flow cross-section to be set for the larger load value is activated with a delay in relation to the change of the load.
  • the diesel engine operates in part load using excess air.
  • the desired torque is set via the metered fuel quantity. Therefore, it is set via the quality of the combustion chamber charge in the event of essentially identical combustion chamber charge.
  • the diesel engine delivers a comparatively large exhaust gas mass flow, which keeps the turbine at speed, even in the part-load range, in which it only generates little torque.
  • a closing activation of the blade adjustment then results practically without delay in an increased turbine output, an increased boost pressure, and thus a rapid increase of the combustion chamber charges and the torque of the diesel engine.
  • the power of the gasoline engine is set via the quantity of the mixture combusted in the combustion chamber.
  • the air mass intake per hour varies between 24 kg and 1400 kg depending on load, i.e., by almost two orders of magnitude.
  • the turbine speed thus drops comparatively strongly.
  • a closing adjustment of the blades increases the relative proportion of the exhaust gas energy transmitted to the turbine.
  • the exhaust gas counterpressure which arises due to the closing adjustment of the blades, may react on the combustion chambers and obstruct their charge with uncombusted air or uncombusted mixture.
  • the exhaust gas mass flow may first be increased with open throttle valve by the delay of the actuator activation according to the present invention.
  • the closing adjustment occurs after passage of the short delay time, an increased exhaust gas mass flow is already available, so that the exhaust gas energy transmitted to the turbine is significantly greater than in the event of an undelayed adjustment.
  • the torque provided by the gasoline engine rises significantly faster than with the undelayed activation.
  • FIG. 1 is a schematic diagram showing an internal combustion engine having a turbocharger with variable turbine geometry
  • FIG. 2 shows a schematic cross-sectional view showing the variation of the turbine geometry
  • FIGS. 3 a - 3 c are, respectively, time curves of a driver command, a throttle valve adjustment, and an adjustment of a turbine flow cross-section in the event of a positive load change;
  • FIG. 4 is a flowchart showing an exemplary embodiment of a method according to the present invention.
  • FIG. 1 shows an internal combustion engine 10 having at least one combustion chamber 12 , which is movably sealed by a piston 14 .
  • a change of charges of the combustion chamber 12 is controlled via an inlet valve 16 and an exhaust valve 18 .
  • the inlet valve 16 is actuated by an inlet valve control element 20 and the exhaust valve 18 is actuated by an exhaust valve control element 22 .
  • the inlet valve control element 20 controls the inlet valve 16 in one embodiment using a variable stroke and is thus used as a charge actuator.
  • inlet valve 16 When inlet valve 16 is open, air or a mixture of air and fuel flows from an intake system 24 into the combustion chamber 12 .
  • the quantity of the inflowing air or the inflowing mixture is set via a throttle valve 26 , which is actuated by a throttle valve control element 28 , as an alternative or supplement to a variation of the stroke of the inlet valve 16 .
  • the combustion chamber charge is decisively influenced by the pressure before the throttle valve 26 and/or the inlet valve 16 as the particular charge actuator.
  • the throttle valve control element 28 has an integrated throttle valve sensor in one embodiment to provide information I_DK about an actual value of the opening angle of the throttle valve 26 .
  • the combustion chamber charge is preferably determined from the signal of a charge sensor 30 , which may be implemented as an air-mass meter or intake manifold pressure sensor. It is contemplated that an intake manifold pressure sensor may also be provided as a supplement to an air-mass meter.
  • the fuel is either metered into the intake system 24 (intake manifold injection) or injected by an injector 32 directly into the combustion chamber 12 (direct injection).
  • a combustible combustion chamber charge is produced in the combustion chamber 12 , and is ignited by a spark plug 34 . Residual gases of the combusted charge of the combustion chamber 12 are expelled via the open exhaust valve 18 .
  • the internal combustion engine 10 illustrated in FIG. 1 has an exhaust gas turbocharger 36 , whose turbine wheel 38 is driven by the expelled exhaust gases and in turn drives a compressor wheel 40 in the intake system 24 .
  • the exhaust gas turbocharger 36 has an actuator 42 having an electrical drive 43 for controlling the geometry of the turbocharger 36 .
  • the electrical drive 43 is typically an electric motor that generates a linear or curved positioning movement in connection with the mechanism of the actuator 42 .
  • Torque demands FW of a driver are detected by a driver command meter 44 that detects the position of an accelerator pedal 46 of the motor vehicle.
  • a rotational angle sensor 48 scans angle markings of an encoder wheel 50 connected rotationally fixed to a crankshaft of the internal combustion engine 10 and thus provides information about the angular position and angular velocity of the crankshaft.
  • the angular velocity is a measure of the speed n of the internal combustion engine 10 .
  • the electrical actuator 43 may provide information I_TSQ about a set blade position, i.e., position feedback for regulating the blade position in a closed loop or a self-diagnostic result.
  • the signals of the integrated throttle valve sensor 28 , the charge sensor 30 , the driver command meter 44 , the rotational angle sensor 48 , the optionally provided information I_TSQ, and possibly the signals of alternative or further sensors are processed by an engine control unit 52 , which is set up, particularly programmed, to control the sequence of the method according to the present invention and/or one or more of its embodiments.
  • the control unit 52 is distinguished in particular in that it produces actuating signals for controlling functions of the internal combustion engine 10 from the information and signals received. In the embodiment of FIG. 1 , these are essentially throttle valve actuating signals S_DK and signals S_TSQ, using which the control unit 52 controls a turbine flow cross-section TSQ, as well as injection pulse widths ti and ignition signals.
  • FIG. 2 shows an embodiment of a turbine of a turbocharger 36 having annularly situated blades 54 . 1 , 54 . 2 , 54 . 3 , 54 . 4 , and 54 . 5 .
  • the blades 54 . 1 , 54 . 2 , 54 . 3 , 54 . 4 , and 54 . 5 are set identically, the blades 54 . 1 , 54 . 2 , and 54 . 3 are shown in a closed position having a smaller flow cross-section 56 , and the blades 54 . 4 and 54 . 5 are shown in a further open position having a larger flow cross-section 58 .
  • the base boost pressure is represented using the larger flow cross-section 58 in this case.
  • the adjustment is performed by the actuator 42 , which actuates an adjustment ring connected to the blades via movable levers, for example. Details of the mechanism are not essential for the present invention.
  • FIG. 3 shows time curves of various operating parameters during an execution of an embodiment of the method in qualitative form.
  • FIG. 3 a shows a time curve of a driver command FW in the event of a positive load change LW_+, which occurs at a time t_ 0 .
  • a higher value of FW corresponds to a high desired torque.
  • the control unit 52 processes the signal FW and produces actuating signals S_DK and S_TSQ for generating the desired higher torque.
  • the throttle valve 26 is rapidly opened to generate a higher torque. This is shown in FIG. 3 b by the rise of the actuating signal S_DK directly following the positive load change LW_+, by which the throttle valve is opened further.
  • the stroke of the inlet valve is accordingly increased.
  • the output of the actuating signal S_TSQ occurs with a controlled delay in relation to the positive load change LW_+, which is expressed in FIG. 3 c by the delay time tv, by which the rise in the actuating signal S_TSQ is delayed in relation to the time t_ 0 .
  • the rise of S_TSQ represents an activation, by which the blades are moved into a further closed position.
  • the activation signal may be a pulse-width-modulated signal, in which the rise of S_TSQ indicates an increase of a sampling ratio. This applies analogously for the actuating signal S_DK of FIG. 3 b.
  • FIG. 4 shows an embodiment of a method according to the present invention in the form of a flowchart of a program running in the control unit 52 .
  • Step 60 represents a higher-order main program for controlling the internal combustion engine 10 .
  • a step 62 in which a demand for a rapid torque increase is recognized, is reached periodically or interrupt-controlled from the main program 60 .
  • a change d/dt of the signal FW of the driver command meter 44 is calculated and compared to a threshold value S.
  • step 64 the program branches into a step 64 , in which a timer is set to a numeric value t_ 0 .
  • the control unit 52 outputs an increased actuating signal S_DK in step 66 , by which the throttle valve 26 is opened further.
  • a delay time span tv is then established.
  • the delay time span tv typically corresponds to the duration of a few work cycles of the internal combustion engine 10 , in which, for example, 2-10 increased combustion chamber charges are expelled.
  • the internal combustion engine 10 is then operated during the delay time span tv using increased signal S_DK, but not yet increased signal S_TSQ.
  • the length of the delay time span tv may be predefined as a fixed value in a simple embodiment of step 68 .
  • the extent of the delay i.e., the length of the time span tv
  • exhaust gases of (50*3*6000)/(1000*60) i.e., of 7 to 8 combustion chamber charges are expelled in the cited 50 ms.
  • the extent of the delay is set to larger values at a smaller value of the speed n than at a larger value of the speed.
  • the exhaust gas mass flow is not only a function of the number of combustion chamber charges per unit of time, but rather also of the extent of the individual combustion chamber charges.
  • the control unit 52 considers a load of the internal combustion engine before the positive load change LW_+as a further operating parameter when establishing the value of the delay time span tv in step 68 .
  • the extent of the delay tv is set to larger values at a smaller value of the load than at a larger value.
  • a dimension for the exhaust gas mass flow is formed by the turbine.
  • the output of the altered actuating signal S_TSQ is omitted in this embodiment until the exhaust gas mass flow exceeds a predetermined threshold value.
  • a threshold value for the exhaust gas mass flow is calculated in step 68 and this value is compared to a current value of the exhaust gas mass flow in step 70 , which is repeatedly updated in step 72 .
  • the exhaust gas mass flow results, for example, as a variable proportional to the speed and combustion chamber charge.
  • a further operating parameter consisting of a pressure gradient over the throttle valve 26 of the internal combustion engine 10 in the event of a positive load change LW_+ is considered.
  • the extent of the delay i.e., the size or length of the delay time span tv, is fixed at smaller values in step 68 at a smaller value of the pressure gradient than at a larger value of the pressure gradient.
  • the pressure gradient may be ascertained by measuring the pressures before and after the throttle valve 26 . Alternatively, it may also be ascertained from other measured variables with the aid of a computational model. Thus, for example, a value pair of a measured throttle valve opening angle and a measured intake air mass flow at a specific temperature correlates with a specific value of the pressure gradient.
  • an exhaust gas temperature is considered as a further operating parameter when establishing the value of the delay time span tv.
  • the exhaust gas temperature may also be measured or modeled.
  • the extent of the delay tv is fixed at a larger value at a smaller value of the exhaust gas temperature than at a larger value of the speed.
  • the operating parameter is an operating parameter dependent on the surroundings of the internal combustion engine.
  • an air pressure in the surroundings of the internal combustion engine and/or an air temperature in the surroundings of the motor vehicle come into consideration for this purpose. These variables are also accessible both to a model calculation and also measurement with the aid of sensors.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Turbines (AREA)
US11/680,268 2006-03-01 2007-02-28 Method and control unit for variable turbocharger turbine flow cross-section control Expired - Fee Related US7614230B2 (en)

Applications Claiming Priority (2)

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DE102006009324.0 2006-03-01
DE102006009324A DE102006009324A1 (de) 2006-03-01 2006-03-01 Verfahren und Steuergerät zur Steuerung eines variablen Turbolader-Turbinenströmungsquerschnitts

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US7614230B2 true US7614230B2 (en) 2009-11-10

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EP (1) EP1830050A3 (de)
JP (1) JP4473281B2 (de)
DE (1) DE102006009324A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070204618A1 (en) * 2006-03-03 2007-09-06 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Method and control unit for setting a turbine flow cross-section

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006019255A1 (de) * 2006-04-26 2007-10-31 Dr.Ing.H.C. F. Porsche Ag Verfahren und Steuergerät zum Einstellen eines variablen Turbolader-Turbinenströmungsquerschnitts
IN2009KN02408A (de) * 2006-12-21 2015-08-07 Borgwarner Inc
EP2322780B1 (de) 2007-12-04 2014-06-18 Caterpillar Motoren GmbH & Co. KG Abgasüberströmventil mit Ladedrucksteuerung
DE102009040005B4 (de) 2009-09-03 2021-09-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betreiben eines Turboladers

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DE4005046A1 (de) 1989-02-28 1990-09-13 Fuji Heavy Ind Ltd Anlage zum ueberwachen des ladedrucks einer maschine
US5083434A (en) * 1987-05-26 1992-01-28 Nira Automotive Ab Turbocharged internal combustion engine boost pressure control system
US5187935A (en) * 1988-12-26 1993-02-23 Honda Giken Kogyo Kabushiki Kaisha Engine control device
JP2000282880A (ja) 1999-03-29 2000-10-10 Mitsubishi Motors Corp ガソリンエンジン
JP2001173448A (ja) 1999-12-20 2001-06-26 Isuzu Motors Ltd 燃料噴射制御装置
WO2001055575A1 (en) 2000-01-25 2001-08-02 International Engine Intellectual Property Company, Llc Control of a variable geometry turbocharger by sensing exhaust pressure
JP2002155753A (ja) 2000-11-17 2002-05-31 Hino Motors Ltd 排気タービン過給機の制御方法及び装置
DE10062184C1 (de) 2000-12-14 2002-07-04 Bosch Gmbh Robert Vorrichtung zum Schalten eines Abgasturboladers und Abgasturbolader
EP1323907A1 (de) 2001-12-28 2003-07-02 Isuzu Motors, Ltd. Regeleinrichtung für Turbolader mit variabler Geometrie
DE60203692T2 (de) 2001-01-09 2006-03-02 Queen Mary And Westfield College Latency associated peptide von tgf-beta um pharmazeutisch aktive proteine latent zu machen

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US5083434A (en) * 1987-05-26 1992-01-28 Nira Automotive Ab Turbocharged internal combustion engine boost pressure control system
US5187935A (en) * 1988-12-26 1993-02-23 Honda Giken Kogyo Kabushiki Kaisha Engine control device
DE4005046A1 (de) 1989-02-28 1990-09-13 Fuji Heavy Ind Ltd Anlage zum ueberwachen des ladedrucks einer maschine
JP2000282880A (ja) 1999-03-29 2000-10-10 Mitsubishi Motors Corp ガソリンエンジン
JP2001173448A (ja) 1999-12-20 2001-06-26 Isuzu Motors Ltd 燃料噴射制御装置
WO2001055575A1 (en) 2000-01-25 2001-08-02 International Engine Intellectual Property Company, Llc Control of a variable geometry turbocharger by sensing exhaust pressure
JP2002155753A (ja) 2000-11-17 2002-05-31 Hino Motors Ltd 排気タービン過給機の制御方法及び装置
DE10062184C1 (de) 2000-12-14 2002-07-04 Bosch Gmbh Robert Vorrichtung zum Schalten eines Abgasturboladers und Abgasturbolader
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070204618A1 (en) * 2006-03-03 2007-09-06 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Method and control unit for setting a turbine flow cross-section
US7954319B2 (en) * 2006-03-03 2011-06-07 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method and control unit for setting a turbine flow cross-section

Also Published As

Publication number Publication date
EP1830050A3 (de) 2009-04-15
JP4473281B2 (ja) 2010-06-02
US20070204617A1 (en) 2007-09-06
DE102006009324A1 (de) 2007-09-06
EP1830050A2 (de) 2007-09-05
JP2007231945A (ja) 2007-09-13

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